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One of Australia’s largest vehicle segments, the dual-cab ute class, has an electric vehicle (EV) problem. The issue is simple. Aside from the exorbitant cost of a battery pack big enough to deliver diesel-like range, an EV ute’s substantial weight will blunt its cargo and towing capacities.
The heavier the vehicle is, the less it can legally and safely haul. The Gross Combination Mass (GCM) limit (the combined weight of the vehicle and what it is towing) is too-easily reached.
Invariably, this means the overwhelming number of Australian ute buyers have little choice if they want a dual-cab pick-up with a 3.5-tonne towing capacity.
If it’s electrification you seek, it’s the plug-in hybrid electric vehicle (PHEV) utes like the BYD Shark, GWM Cannon’s Alpha, and the Ford Ranger PHEV to choose from. All have 3.5-tonne towing capacity but make sure you do your research on their towing range.
However, Ford has priced itself out of contention and offers a tiny EV-only range of under 50km (less than half that of the Chinese alternatives), while all have reduced GCM ratings compared to diesels.
It means that electrification of utes still has some way to go if compromise is to be avoided, and because of that, diesel remains the only choice for many buyers. If that's you, here are the most economical.
With fuel prices still high, low consumption is more relevant than ever.
It’s no surprise that one of the newest diesel engines in the ute segment tops the economy rankings in 2026.
Developed by Isuzu (that also supplies Mazda’s fraternal twin to the D-Max), the 120kW/400Nm 2.2-litre turbo-diesel returns a combined average consumption figure of a commendable 6.6 litres per 100km.
Aiding economy are a fresh eight-speed automatic (replacing the old six-speeder) as well as the debut of a stop/start system, pushing the recently facelifted D-Max/BT-50 slightly ahead of the diesel competition.
Ford significantly revamped its long-lived diesel engine family for 2026, dropping the popular twin-turbo option due to emissions requirements, whilst adding a more robust timing chain to replace the problematic belt on the single turbodiesel.
These, along with the adoption of a 10-speed auto (up from six speeds) and revised fuel-injection system, make the 125kW/405Nm 2.0L turbo-diesel the sole choice if you can’t stretch to the PHEV or gutsy if expensive V6 options, returning an average of 6.9L/100km.
The most economical version of the latest, heavily-facelifted HiLux in 150kW/420Nm 2.8L turbo-diesel guise returns slightly better diesel economy than before, at 7.1L/100km.
That’s the SR5 4x4 manual. Going for the auto bumps fuel consumption up by 0.1L/100km but also gains 80Nm of extra torque due to a 48-volt mild-hybrid system that adds an 8.5kW/65Nm electric motor generator and a small battery to help ease the load on the diesel engine.
The Japanese twins reappear in fifth spot with the larger, 140kW/500Nm 3.0L turbodiesel powerplant (compared with the 2.2L in equal first), drinking 0.5L/100km more diesel to raise consumption up to 7.1L/100km.
Note that’s with the old six-speed auto gearbox and no stop/start fuel-saving tech, so not too-bad a result at all.
Released in early 2024, the latest-gen Triton adopted a 150kW/470Nm 2.4L twin-turbo diesel engine, paired to a six-speed auto, to deliver 7.5L/100km.
That’s for the 4x2 models, with the 4x4 versions raising that to 7.7L/100km.
Up next, at the budget end of the spectrum, is the Jac T9 from China. Its 125kW/410Nm 2.0L turbo-diesel engine has been rated at 7.6L/100km, due to an upgraded auto that went from six to eight speeds at the end of last year.
Perhaps the most controversial ute ever sold in Australia due to its divisive styling, the underrated Tasman’s 154kW/440Nm 2.2L turbodiesel/eight-speed auto combo consumes 7.7L/100km.
The latest Navara is essentially a Mitsubishi Triton with a different nose and revised suspension, meaning it uses exactly the same powertrain.
But as a 4x4-only proposition for now, the lowest figure from the Triton’s 150kW/470Nm 2.4L twin-turbo diesel is 7.7L/100km.
